Refrigerator car



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REFRIGERATOR CAR Filed Dec. 15, 1929 6 Sheets-Sheet 6 Znzrenior 02 20lzz/zr ZZ/zzness Patented May 15, 1934 UNITED STATES REFRIGERATOR CAROtto Luhr, Chicago, Ill., assignor to Anna Eisemann, Chicago, Ill.

Application December 13, 1929, Serial No. 413,713

20 Claims.

This invention relates to improvements in refrigerator cars.

In modern railway practice, practically all refrigerator cars employedto transport goods in cold storage are of the ice cooled type. It is awell recognized fact that the ice cooled type of refrigerator car hasserious defects and is unsatisfactory from the standpoint of economy,large quantities of ice being necessary to cool the cars to the properdegree and maintain the cooled condition of the same, particulardifficulty being experienced in maintaining the required eventemperature, which is so essential in the transportation of perishablearticles of food. In the operation of this type of car, in order toobtain the maximum cooling effect, it is the universal practice to mixsalt with the ice, and the brine solution which results from melting ofthe ice and drains from the car in transit causes se- 20 rious injury tothe railway rolling stock, due to the great corrosive eifect thereof.

The main object of the invention is to overcome the defects pointed outby providing a simple, efiicient and highly economical system ofrefrigeration which entirely eliminates the use of ice supplied from anoutstide source as a refrigerant, preferably in the form of a mechanicalsystem operated through the movement of the car.

A further object of the invention is to provide 30 in connection with arefrigerator car a mechanical system of refrigeration operated throughmovement of the car, in connection with which means is employed forstoring a portion of the cooling energy generated while the car is in motion, which is available for cooling or holdover purposes when themechanical system is not operating, as for example, when the car is at astandstill,

Another object of the invention is to provide a mechanical refrigeratingsystem for railway cars operated through movement of the car, inconnection with which means is provided for operating the system whenthe car is standing still, through which pre-cooling of the car iseffected.

Another object of the invention is to provide a mechanical refrigeratingsystem which maybe substituted as a unit for the cooling system instandard refrigerator cars of the ice cooled type now in general use.

Yet another object of the invention is to provide a mechanical coolingsystem for refrigerator cars, wherein the cooling effect is obtained bythe successive compression and expansion of a fluid medium which isconducted through cooling coils within the car and is compressed by (Cl.(RP-117) including cooling coils within the car through I which a fluidcooling medium circulates, and a compressor for the fluid medium,wherein the compressor is normally operated by power derived from motionof the car and means is provided for operating the compressorindependently of the movement of the car.

Another object of the invention is to provide a mechanical refrigeratingmechanism for railway cars including a compressor, mounted on the carproper, wherein a simple, eflicient and reliable driving connection isprovided between one of the axles of the car truck and the compressor,arranged to compensate for relative change in positions of the axlemember with respect to the car.

Still another object of the invention is to provide a compressor for arefrigerating system of the character described, which may beindependently driven either from the car axle or a separate motor, inconnection with which means is provided for disconnecting the drive fromthe car axle when the motor is operatively connected to the compressorand vice versa, and the motor is rendered completely inoperative at suchtime when the compressor is operatively connected to the driving meansfrom the car axle.

A still further object of the invention is to provide a mechanism of thecharacter described in the preceding paragraph wherein the motor iselectrically operated and an electrical connection is provided for thesame, including a power line plug receiving socket, and a drivingconnection between the compressor and the car axle and between thecompressor and the motor including shiftable means operatively connectedto the compressor and adapted to be shifted to connect the same to thedriving means of either the car axle or motor, and means'controlled bythe shifting of said means is provided for closing the socket upondriving connection being established between the compressor and axle, toprevent plugging in of the power wire.

A further object of the invention is to provide in connection withmechanical refrigerating means for railway cars a blower mechanismoperated fromone of the car axles for effecting proper circulation ofthe air in the car.

Another object of the invention is to provide in connection with ablower mechanism of the character indicated in the preceding paragraph,

thermostatically controlled damper means for regulating circulation ofthe air within the car.

Another object of the invention is to provide in connection with amechanical refrigerating mechanism, an ozonizer operated by movement ofthe car for purifying the air therein.

Other objects of the invention will more clearly appear from thedescription and claims hereinafter following.

In the drawings, forming a part of this specification, Figure 1 is ahorizontal, longitudinal, sectional view through a refrigerator car,illustrating one exemplification of my improvements in connectiontherewith. Figure 2 is a longitudinal, vertical, sectional view of thecar illustrated in Figure 1, corresponding substantially to the line 2-2of said figure, the truck at one end of the car only being shown. Figure3 is a transverse, vertical, sectional view corresponding substantiallyto the line 33 of Figure 1, the structure beneath the body of the carincluding the trucks being omitted in this view. Figure 4 is ahorizontal, longitudinal, sectional view immediately above the car truckat one end of the same, corresponding substantially to the line 44 ofFigure 2. Figure 5 is an enlarged, vertical, sectional view of thecompressor means, motor and adjacent parts lo cated beneath the car,corresponding substantially to the line 5-5 of Figure 4. Figure 6 is aview, partly in elevation and partly in section, of certain safety checkvalve mechanism employed in connection with the high pressure andsuction lines communicating with the compressor and the refrigeratingsystem within the car; Figure '7 is a longitudinal, vertical, sectionalview, corresponding substantially to the line 7'l of Figure 5, thecompressor being shown in elevation. Figure 8 is a detailed perspectiveview of the lever and link mechanism for operating a certain clutchmeans and also actuating a cover member for the power line plugreceiving socket for the electric motor. Figure 9 is an elevational viewof certain gearing employed in driving the blower mechanism of theimproved refrigerator car. And Figure 10 is an end, elevational view ofthe parts shown, is located at the opposite end of the car. The car isprovided interiorly with vertical partition members 12-12, at oppositeends thereof, which form bulkheads separating the main portion of theinterior of the car from smaller compartments 1313 disposed at oppositeends of the same. The design of the car illustrated in the drawingscorresponds substantially to that of the standard refrigerator car andthe bulkheads 12 correspond substantially to the bulkheads usuallyemployed at opposite ends of the standard car for separating the icestorage chambers from thatportion of the car within which the pay loadis placed.

My invention, as illustrated in the particular embodiment shown in thedrawings, comprises broadly a compressor A adapted to be driven from oneof the axles of the truck 11 of the car; an electric motor B for drivingthe compressor when the car is standing idle; a condenser 0 located onthe roof of the car; a high pressure line D leading from the compressorto the condenser; a receiving tank E; pipe lines F-F between thecondenser and receiving tank; a pair of brine or cold storage oraccumulator tanks GG at opposite ends of the car; two sets of tubularcoils H-H disposed respectively in the two tanks G-G; two sets ofadditional coils JJ arranged vexteriorly of each tank G; a pipe line Kestablishing communication between the receiving tank and the exteriorcoils J at opposite ends of the car; a pair of pressure reducing valvemembers L-L, one of which is interposed between the two sets of coilsexterior to the brine or accumulator tank at each end of the car and thepipe line K; branch pipe lines MM at each end of the car establishingcommunication between the sets of coils exterior to the brine oraccumulator tank and the set of coils within the tank; a suction line Nestablishing communication between the interior coils at opposite endsof the car and the compressor; safety check valve means 0 and P locatedin the pressure line and suction line respectively; a blower R at oneend of the car; and an ozonizer S.

In my improved mechanical refrigerating system shown, I preferablyemploy ammonia as the refrigerating fluid or refrigerant, and the sameis compressed in the usual manner by the compressor A and conductedtherefrom through the pressure line to the system of condensing coils Clocated on the roof of the car. From the condensing coils, the ammoniaunder high pressure flows by gravity through the pipe lines F to thereceiving and storage tank E. Still under high pressure and insubstantially a liquid form, the ammonia flows from the tank E throughthe pipe lines K to the pressure reducing valves at opposite ends of thecar. From each pressure reducing valve L, the fluid is conducted to thecorresponding sets of coils exterior to the brine tank at the same endof the car.

As will be evident, due to the reduction in pressure, the ammoniaexpands with cooling eifect while it circulates through the sets ofcoils referred to. From the outer sets of coils the ammonia is conductedto the coil within the corresponding brine tank, thereby cooling thebrine (which may be a salt or other desirable solution) within the same.From the last named coil the ammonia is conducted through the suctionpipe line N to the compressor A, thus completing the circuit.

The compressor A may be of any well known type and as herein shown isdriven by rotary 1' means. The compressor A is preferably supported in ahousing 14 beneath the floor of the car, as most clearly shown inFigures 4 and 5. The housing 14 entirely encloses the compressor A andalso serves to house an electric motor B,

The compressor A may be driven either from one of the axles of the truck11 or from the motor B. Operation of the compressor A through movementof the car is eflected by the following means: the innermost axle of thetruck 11, which axle is designated by 18, has a sprocket wheel 19 fixedthereto. The sprocket wheel 19 is of the split type and is clamped aboutthe axle 18,

being located between the car wheels. The

sprocket wheel 19 is operatively connected to a second sprocket wheel 20by means of a sprocket The front and chain 21." The sprocket wheel 20 isfixed to a rotatable shaft 22 journaled in bearing members 2323supported on a frame work 24 secured to the side frame members of thetruck. The shaft 22 is operatively connected to a fiy wheel member 25 byflexible means 26. The fly wheel 25 has a short shaft, as most clearlyshown in Figure 7, which is journaled in a fixed bearing member 2'7secured to the bottom wall of the casing 14. The shaft of the fly wheelis in axial alinement with the drive shaft 28 of the compressor A. Asmost clearly shown in Figure '7, the shaft 28 has an outer end sectionof substantially square sha a on which a sliding gear 29 is mounted. Thesliding gear 29 has the teeth thereof normally in engagement withinterior teeth 30 formed on the fly wheel 25, thereby establishingdriving relation between the fly wheel 25 and the gear 29. The flexibleconnection between the shaft 22 and the fly wheel 25 comprises a pair oftelescoping shaft sections having universal joint connections 3131 withthe shaft 22 and the short shaft of the fly wheel respectively. As willbe evident, the flexible connection including the universal joints 31-31permits radial movement of the truck with respect to the compressorwithout binding of the driving means and further permits of relativevertical movement between the car axle and the car body which occursduring operation of the car due to yielding of the truck springs.

In order to disconnect the compressor A from the drive of the car axle,the gear 29 is shifted to the right as seen in Figure 7 by manuallyoperated shifting means comprising a hand operated lever 32 secured to ashaft 33, rotatably journaled in brackets 34-34 secured to the bottomwall of the casing 14, crank arms 35-35 secured to the shaft, aconnecting link 36 pivoted to the crank arms at one end and to aswinging link 37 at the other end, the swinging link being forked at theupper end and connected to a collar 38 loosely mounted in a groove 39formed in an enlarged portion 40 of a hub member 41 on the gear 29. Theforked link 37 is pivotally supported at the bottom end on a bracket 42secured to the bottom wall of the casing 14. When the operating lever 32is in a vertical position, the gear 29 is in the position shown inFigure '7, in driving engagement with the teeth 30 of the fly wheel 25.When the lever is moved to the horizontal position shown in Figure 8,the crank arms 35 will be oscillated to the position shown in saidfigure, thereby pulling the link 36 to the right as viewed in Figure 7and shifting the gear 29 to the right by means of the oscillating forkedlink 3'7. When the gear is shifted to the extreme position, it occupiessubstantially the dotted line position shown in Figure 4.

The electric motor B is provided with the usual drive shaft 43 having agear 44 fixed thereto. The gear 44 meshes with an idler gear 45rotatably supported by bearing members 46-46 mounted on the bottom wallof the housing or casing 14. The idler gear 45 is adapted to be engagedby the teeth of the gear 29 when the latter is shifted to the dottedline position shown in Figure 4, thus establishing driving relationbetween the electric motor B and the compressor A. This electric drivefor the compressor A is utilized to drive the compressor to pre-cool thecar when the same is standing idle. It may also be utilized when the caris in transit to assure cooling of the same during long delays. In orderto electrically connect the motor B with a power line, a plug receivingsocket member 47 is mounted on the floor or bottom wall of the casing14, immediately in back of the shaft 33. The socket 4'7 is electricallyconnected to the motor B by a cable 48. As shown, the socket 4'7 isprovided with an opening 49 through which the plug of the power line isinserted. In order to prevent plugging in of the power line when themotor is disconnected from the compressor and the compressor isoperatively connecled to the drive of the car axle, I employ a coverplate for closing the opening 49 of the socket. The cover plate, whichis indicated by 50, is so arranged as to be operated by the means forshifting the gear 29, and as most clearly shown in Figures 5 and 8, itis mounted on the shaft 33 of the shifting means so as to oscillatetherewith. As shown in Figure 8, the cover plate member 50 is in such aposition that the opening 49 of the socket 47 is accessible. At thistime, as hereinbefore pointed out, the gear 29 is disengaged from thefly wheel 25 and is in mesh with the idler gear 45 driven by the motor.Under these conditions, the plug of the power line may be inserted inthe socket and the electric motor operated to drive the compressor A.When the mechanical refrigerating system has been operated to asuificient extent to pre-cool the car as desired, the plug of the powerline is withdrawn from the socket and the lever 32 raised to thevertical position to shift the gear 29 out of engagement with the idlergear 45 and into engagement with the teeth of the fiy wheel 25, thusestablishing connection between the drive shaft of the compressor andthe drive shaft 22 operated through the motion of the car axle 18.

As will be evident, oscillation of the shaft 33 in shifting the gear 29effects an upward swinging movement of the cover member 50 into closingrelation with the opening 49 of the socket. To yieldingly maintain theoperating lever 32 in a vertical position, a coil spring is preferablyemployed which surrounds the shaft 33 as clearly shown in Figure 8 andhas one end secured to the shaft and the opposite end anchored to thefloor or bottom wall of the casing 14. Further, in order to preventaccidental disengagement of the gear 29 from the fly wheel 25, I providea pivoted latch member 51 in connection with the operating lever 32which has a tooth 52 adapted to engage within a locking recess 53 in thebearing bracket 34 at the corresponding end of the shaft 33. In order todisengage the locking tooth 52, operating means is provided on the lever32 com prising a pivoted finger piece 54 at the handle end of theoperating lever and a connecting rod 55 having pivotal engagement withone end of the latch member 51, which is pivotally supported at theinner end of the lever 32 in any suitable manner, being preferablyconnected to a lug laterally projecting from the lever arm.

As hereinbefore pointed out, the pressure line D of the refrigeratingsystem leads from the compressor A to the condenser C on the roof of thecar. The pipe line D is preferably located beneath the floor of the carand extends lengthwise of the same to a point adjacent the end of thecar and thence upwardly through the car to a point beneath the roof ofthe same, as most clearly shown in Figure 3. From this point the pipeline D extends laterally to the center of the car and thence upwardlyand through the roof of the same. At this point it has two branches 5656which communicate with sections of the condenser C disposed at oppositesides of the car. In the horizontal section of the pipe line D, im-

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mediately below the roof of the car, as shown in Figure 3, an oil trap57 is preferably provided. This trap may be of any well known form.

The condenser C on the roof of the car may be of any well known type butpreferably comprises a plurality of longitudinally disposed tube members58--58, connected in series, at each side of the car, so that therefrigerating fluid which enters these condenser members through thebranch pipes 56-56 will circulate through the tubular members 58 fromthe center of the car outwardly. As will be evident, due to theinclination of the car roof, the tubular members of the condensers atthe outer sides of the car are at a lower level than the tubular membersat the center of the car, thus aiding by gravity the circulation of therefrigerating fluid.

The refrigerating fluid is conducted from the condensers C to thereceiving tank E. As shown in the drawings, one receiving tank E only isemployed in the refrigerating system, the same being located at theright hand end of the car as viewed in Figure 2. As shown in said figureand in Figure 3, the tank E is located beneath the brine tank G at thecorresponding end of the car and is provided with the usual gauge 59 forindicating the amount of fluid therein. Communication between thereceiving tank E and the condensers CC on the roof of the car is bad bymeans of the pipe line F which comprises a vertical section leading tothe receiving tank E from the outermost tubular member 58 of thecondenser C at the lefthand side of the car as viewed in Figure 3, and abranch pipe 60 communicating with the vertical pipe F and the outermosttubular member 58 of the condenser at the righthand side of the car, asviewed in Figure 3.

The arrangement of brine tanks and coils J and H at opposite ends of thecar is substantially the same and a description of those located at oneend will suflice. The brine tank at each end of the car is or may be ofany desired type and is supported on transverse beams 61-61 locatedabove the level of the storage receiving tank E. The two sets of coilsJJ are preferably disposed respectively in front and in back of thecorresponding brine tank G, as most clearly shown in Figures 1, 2 and 3.Each set of coils J is made up of a plurality of horizontally disposedtubes connected in series at opposite ends, as clearly shown in Figure3, by U-shaped connecting portions. The tubular members at the top ofsaid two sets of coils J are connected by a transverse pipe 62, as mostclearly shown in Figures 1 and 2. Communication between the transversepipe 62 and the bottom member of the coil H, disposed within the brinetank, is provided by a connecting pipe 63. As shown in the presentinstance, the set of coils disposed within the brine tank is in the formof a continuous helix of elongated form, as clearly shown in Figures 1and 2. The upper end of this coil communicates directly with the suctionpipe line N leading to the compressor A. As hereinbefore pointed out,the arrangement of coils at opposite ends of the car is in duplicate andthe outlets of the two coils within the respective brine tanks at theopposite ends of the car both communicate with the suction pipe line N,the outlet pipe line, which is indicated by 64, at the lefthand end ofthe car as viewed in Figure 1, extending along the side wall of the carand communicating with the vertical section of the suction pipe N at therighthand end of the car, as viewed in Figure 1, and as shown in Figure3. The outlet pipe line of the coil H at the righthand end of the car isindicated by 65 and communicates with the vertical section of thesuction pipe N immediately below the connection thereof with the pipeline 64.

In the circulation of the refrigerating fluid, after the same leaves thereceiving and storage tank E, the pressure of the same is reduced beforeentering the coils J and H, thereby allowing expansion with resultantcooling effect. For this purpose the pressure reducing valve mechanism Lis employed, a separate mechanism of this type being interposed betweenthe coils JJ at each end of the car and the pressure line K leading fromthe tank E. In order to distribute the refrigerating fluid to the valvesL at opposite ends of the car, the pipe line K which leads verticallyfrom the tank E has a connecting branch 66 extending lengthwise of thecar along the top of the same, communicating with the pressureregulating valve L at that end of the car by a connecting pipe section67. The pressure reducing valves L are of the same design. Each valve Lhas communication with the lower ends of the two outer coils JJ at thesame end of the car, by means of a. downwardly extending pipe line 68having branches 69-69 leading to the two coils. The valves L arepreferably adjustable to control the reduction of pressure and arethermostatically operated. The thermostatic means for operating eachvalve L comprises a tubular jacket member 70 surrounding thecorresponding outlet suction pipe 65 of the cooling coils at thecorresponding end of the car and a vertically disposed connecting pipesection 71 communicating with the interior of the jacket and thepressure reducing valve L. The jacket and the connecting pipe 71 containa fluid subject to expansion and contraction in response to temperaturechanges. In the present case, I preferably employ ammonia for thispurpose. As will be evident, the ammonia in the jacket 70 will contractwhen the temperature of the fluid in the pipe section 65 drops and willexpand when this temperature rises. Due to the contraction and expansionof the ammonia, the pressure reducing valve member proper of themechanism L is actuated so as to open the valve to a greater extent whenthe liquid ammonia expands and tend to close the valve when the ammoniacontracts.

As hereinbefore pointed out, I preferably employ ammonia as therefrigerating liquid and in order to prevent escape of the ammonia fromthe system in case of accident: I provide safety means in the form of acheck valve 0 and cut off valve P in the pressure and suction lines ofthe system respectively. As most clearly shown in Figure 5, the checkvalve 0 is located in the horizontal section of the pressure line Dimmediately below the floor of the car, at a point closely. adjacent tothat where the pressure line enters the car body. The cut-off valve P ofthe suction line N is located nearer to the compressor than the valve 0,for a purpose hereinafter pointed out. The valve 0 is of the ordinarytype having a gravity actuated pivoted valve member proper 72 whichcooperates with the valve seat '73 so that it opens in a direction topermit flow of the fluid under pressure to the right as seen in Figure6. As will be evident, if a break occurs in the pressure line D betweenthe valve 0 and the compressor A, the valve member '72 will be closed onthe valve seat by the relatively high pressure in the pressure line,thus preventing escape of the ammonia from the refrigerating system.

The cut-off valve P is of special design and as most clearly shown inFigure 6 comprises a casing 74 having an inlet opening 75 at one end andan outlet opening 76 at the other end communieating with the sections ofthe pipe line N leading from the cooling coils and leading to thecompressor A respectively. The casing is divided into two chambers by awall 77, the upper chamber '78 connecting with the opening 75 and thelower chamber '79 connecting with the opening 76. The dividing wallbetween these chambers is provided with a valve seat 80 with which avalve disc 81 cooperates. The valve disc 81 is positively controlled bya piston member 82 mounted for reciprocation in a cylinder 83 at thebottom portion of the casing '74. The piston .82 is joined to the disc81 by a piston rod 84. The lower end of the cylinder 83 communicateswith the pipe line D by means of a connecting branch 85. As most clearlyshown in Figures 5 and 6, the branch 85 communicates with the pipe lineD to the left of the check valve 0, in other words is located betweenthe check valve and the outlet of the compressor A. In Figure 6, thevalve disc 81 and piston 82 are shown in full lines in the position inwhich the valve closes the connection between the chambers 78 and 79 ofthe cut-off valve P, the open position of the valve disc and thecorresponding position of the piston being indicated in dotted lines.

During the normal operation of the refrigerating system when thecompressor A is actuated, the pressure in the pipe line D greatlyexceeds the pressure in the suction line N, the normal pressure in thepipe line D being approximately three hundred pounds, while that in thesuction line is only a few pounds above atmosphere. As will be evident,when the system is operating, the pressure existing in the pipe line Dwill be communicated to the piston 82 through the branch 85, thusforcing and holding the piston in the dotted line position shown inFigure 6, thereby forcibly holding the valve member 81 in open positionagainst the pressure in the suction line and permitting the free flow ofthe fluid through the valve P to the compressor. In case of accident,wherein the compressor is torn away or the pipe lines N and D are brokenanywhere between the compressor and the valves 0 and P, the check valve'72 in the line D will be automatically closed due to the back pressurein the piping of the system, thereby preventing escape of the am-.

monia through this pipe. Inasmuch as the valve disc 81 is normally heldin open position by the pressure in the pipe line D, this disc will beautomatically seated when the pressure acting on the piston 82 isreduced. As will be clear, when the pipe line D is broken, ashereinbefore pointed out, the pressure in the branch 85 will drop tosubstantially the pressure of the atmosphere, permitting the piston andvalve disc 81 to drop by gravity to close the valve opening 80. Further,the pressure in the suction line N acting on the disc 81 will assist inclosing thesame. The escape of ammonia through the suction pipe is thuspositively prevented by the cut-off valve P.

In order to create a forced draft within the car to cause substantiallyequal cooling of the top and bottom of the interior of the car, Iprovide the blower R preferably at one end of the car, centrallythereof, and at the top closely adjacent the roof. The blower ispreferably of the well known rotary type and has an outlet passage 86located near the roof of the car. The blower fan R is driven from one ofthe car axles and any convenient form of drive means may be employed. Asshown in Figure 2, the blower fan is driven through the flexible drivingmeans which cooperates with the axle 18 that operates the compressor. Abeveled gear 8'7 is mounted on and rotatable with the drive shaft 28 ofthe compressor and meshes with a beveled gear on a vertical shaft 88,which has a beveled gear at the upper end thereof meshing with thebeveled gear on a horizontal shaft 89, which carries a beveled gear atthe other end thereof meshing with a beveled gear at the bottom end of avertically disposed shaft 90. The shaft 90 has a beveled gear at theupper end thereof meshing with two spaced beveled gear wheels 100 and101 loosely rotatable on the blower drive shaft 94. Adjacent eachbeveled gear wheel 100 and 101, the drive shaft carries a ratchet member102 fixed thereto, a spring pressed dog 103 being pivotally mounted oneach gear wheel and cooperating with the corresponding ratchet member.As will be evident, the blower fan R creates an upward circulation ofthe cold air around the coils JJ and the brine tank G and delivers thecold air through the passage 86 to the upper portion of the car, thuscausing better equalization of the temperature throughout the height ofthe car.

The blower also has a conduit 104 communicating with the intake thereofand extending along the car to the other end thereof and having anintake disposed above the cooling coils and brine tank at said end. Thecold air is thus withdrawn from both ends of the car and an upwardcurrent is created about thecoils JJ and the brine tanks.

In order to further assist in the mixing of the cold and slightly warmerair in the car, I provide a baffle plate 105 at substantially the centerof the car in the path of the air current delivered by the blower. Thebaffle plate is inclined downwardly, as shown in Figure 2, so as todirect the current toward the other end of the car. The baffle platemember may be of any well known form, and as herein shown has a flangesection at the upper end thereof by which it is secured to the top ofthe car. It will be appreciated that the blower mechanism must be alwaysoperated in the same direction to create the circulation of air, ashereinbefore pointed out. Inasmuch as the blower is driven directly fromthe axle member of the car, the driving means immediately connected tothe axle will rotate in one direction when the car is moving forward andin a reverse direction when it is moving backward. This change indirection of rotation of the driving means is taken care of by the bevelgears 100 and 101, hereinbefore described, which are driven from thebeveled gear at the upper end of the shaft 90. As most clearly shown inFigures 9 and 10, the ratchet teeth of the ratchet members 102 are soarranged that the spring pressed pawls of the gear wheels 100 and 101will drive the same in a direction to properly operate the fan but willidle over the ratchet teeth when either of the gear wheels is rotated ina reverse direction. When the shaft 90 is rotated, the gear wheel 100will be rotated in one direction while the gear wheel 101 will berotated in a reverse direction. Assuming that the gear wheel 100 isbeing rotated in a proper direction to drive the blower, the pawlthereof engages the ratchet teeth of the corresponding ratchet memberand I this operation, the pawl of the gear 101 will engage the ratchetadjacent this gear, thereby positively rotating the blower shaft, whilethe pawl 01 the gear 100, which is being rotated in a reverse direction,will idle over the teeth of the corresponding ratchet member.

In order to more accurately control the temperature within the car, Ipreferably provide thermostatic means for regulating the amount of coldair delivered by the blower R. As indicated in Figure 2, the outletpassage 86 of the blower R has a. damper 91 therein which is actuated bya lever 92 controlled by a thermostat 93 of well known design. When thetemperature in the car falls, the thermostat causes a closing movementof the damper 91, thus reducing the cold air supply through the passage86. When the temperature rises, the thermostat opens the damper 91,thereby permitting a greater volume of air to pass through the duct 86.

' As is well known, the air within a loaded refrigerator car rapidlydeteriorates and in order to overcome this defect I preferably providean ozonizer, as indicated at S in Figure 3 of the drawings, which ismounted near the top of the car beneath the roof of the same. As shown,the ozonizer S is fixed to one of the cross beams of the car and isdriven by suitable pulleys and belt from the drive shaft 94 of theblower R. A suitable ozonizer for the purpose indicated may comprise avery high voltage generator with negligible current so arranged that asubstantially constant stream of electric sparks is produced when therotor of the generator is being operated, and allowing a current of airto be acted upon by the sparks to create ozone.

In the nomial operation of my improved refrigerating system, when thecar is in motion, the shaft 22 is rotated through the sprocket driveconnection with the axle 18, thereby rotating through the flexible shaftconnection the fly wheel member 25. The fly wheel member 25 which atthis time is in clutching engagement with the gear 29 drives the latter,thereby rotating the drive shaft 28 of the compressor A. The compressorA in its operation withdraws the ammonia from the refrigerating systemthrough the suction pipe N, compresses and returns the same to thesystem through the pipe D. The compressed ammonia is conducted throughthe pipe line D to the condensers C on the roof of the car. Inasmuch asthe condensers are exposed to the atmosphere, the compressed ammoniaiscooled and further condensed. The cooling effect is augmented throughthe blowing of the air on the condenser coils C when the car is inmotion. The compressed and condensed ammonia flows by gravity from thecondensers through the pipe line F and the branch pipe line 60 to thereceiving tank E below the brine tank at the righthand end of the car asviewed'in Figure 2. The ammonia under pressure is conducted from thereceiving tank through the pipe line K and the branch pipe line 6'? tothe two pressure reducing valves L-L at opposite ends of the car. Theammonia under reduced pressure and in expanded condition is conductedfrom each pressure reducing valve to the bottom portions of the twoouter coils JJ at the corresponding end of the car. The ammonia passesupwardly in parallel through these coils and thence in series throughthe connecting sections 62 and the pipe 63 to the bottom of thecorresponding coil H within the brine tank. From this coil the ammoniapasses through the pipe 65 to the suction pipe N connected to thecompressor. As hereinbefore point ed out, the mechanism at opposite endsof the car is duplicated and the coil H within each brine tank has anoutlet pipe 65 connected with the suction pipe N, the outlet pipe 65 atthe righthand end of the car, as viewed in Figure 2, communicatingdirectly with the suction pipe N and the branch pipe line leading fromthe outlet pipe 65 at the other end of the car establishingcommunication between the coil H at that end of the car and the suctionline N.

As hereinbefore pointed out, the operation of the pressure reducingvalve L at each end of the car is controlled by thermostatic meanscomprising the parts '70 and 71. As will be evident, the difference inpressure between the fluid in the pipe line K and the coils is thuscontrolled by change in temperature within the car and also by change intemperature of the fluid passing through the outlet pipes 65. Theexpanding fluid passing through the coils JJ effects direct cooling ofthe air within the car and the fluid passing through the coils H--Hwithin the brine tanks at opposite ends of the car eifects cooling ofthe brine solution within the same, and this solution in turn effectscooling of the air of the car also. The brine solution within the tanksis cooled to a relatively low temperature while the car is in motion andserves as storage means for the cooling energy to be utilized when thecar is standing still.

In order to pre-cool the car before loading, the compressor of therefrigerating system is operated through the motor B. When the car isstanding still and it is desired to operate the compressor by the motor,the shifting mechanism actuated by the lever 32 is operated to engagethe motor in driving relation with the compressor. In operating theshifting mechanism, the lever 32, as hereinbefore pointed out, is turnedto the horizontal position shown in Figure 8, thereby shifting the gear29 so as to engage the teeth thereof with the driving gear 45, at thesame time disengaging the gear 29 from the teeth of the rotary member25, thereby completely disconnecting the drive of the compressor fromthe power transmitting means of the car axle. The operation of the lever32 as described, uncovers the opening 49 of the plug receiving socketmember 47 and the operator inserts the plug of a power line within thesocket, thus providing electric current for the operation of the memberB. The motor B is operated until the temperature within the car has beensufliciently reduced. The plug is then disconnected from the socket 47and the lever 32 operated to shift the driving gear 29 so as todisengage the same entirely from the motor and clutch the same to thefly wheel 25, thus estab lishing driving relation between the compressorand the power transmitting means driven by the car axle. At the sametime the cover 50 will close the socket 49, thereby giving visualindication From the preceding description taken in connection with thedrawings, it will be evident that I have provided an exceedingly simple,efficient and reliable refrigerating system for insulated railway carswhereby a substantially even constant low temperature is assured at alltimes and cooling effect is maintained when the car is standing still.Inasmuch as the refrigerator system is operated through motion of thecar, the expense of maintaining the low temperature within the car isexceptionally low. The provision of the brine tanks, the brine solutionwithin which 'is cooled during the operation of the refrigeratingsystem, serves as convenient and efficient storage means to produce thecooling effect during a holdover when the car is not in motion. Afurther advantage of my improved arrangement in pro viding a motordriven from an outside source to operate the compressor is that the carmay be effectively pre-cooled before loading by the same mechanicalrefrigerating system which serves to cool the car while in motion.

As will be appreciated, my improved mechanical refrigerating system hasdecided advantages over the ice cooled systems now in general use inthat the enormous expenditure involved in icing the cars and therelatively great expenditure for large quantities of ice used isentirely eliminated. Further, the damage to the rolling stock ofrailways due to the use of ice-cooled refrigerator cars is also entirelyeliminated. In the operation of ice-cooled cars, in order to obtain thelow temperatures required, the ice is mixed with salt and the resultingbrine solution drains from the car and drips on the underframe structureof the car and on the truck members, also on the tracks I and bridgesover which the car passes. The brine solution causes serious damage tothe rolling stock in that excessive corrosion is produced.

I have herein shown and described what I now consider the preferredmanner of carrying out my invention, but the same is merely illustrativeand I contemplate all changes and modifications that come within thescope of the claims appended hereto.

I claim:

1. In a mechanical refrigerating system for railway cars of therefrigerator type, the combination with means for compressing arefrigerating fluid; of condenser means through which the compressedfluid is passed; a plurality of circulating coils arranged in serieswithin the car at one end; means for conducting the fluid from saidcondenser means to the bottom of the first ones of the series of saidcirculating coils; pressure reducing means between said condenser andsaid coils; a brine tank within the car, the first ones in the series ofsaid circulating coils being disposed exteriorly of the brine tank andthe last of the series within the tank.

2. In a mechanical refrigerating system for cooling an insulated coldstorage chamber, the combination with means for compressing arefrigerating fluid; of condenser means; a brine tank within thechamber; cooling coils within the chamber partly within the brine tankand partly exterior thereto; means for establishing com-' municationbetween the intake of the compressor and the cooling coils, between theoutlet of the,

compressor and the condenser and between the cooling coils and thecondenser so arranged as to cause circulation of the refrigerating fluidin a direction to pass first through a portion of the cooling coilsexterior to the brine tank and then through the portion of the coilslocated within the tank; and a pressure reducing means between thecondenser and the cooling coils.

3. In a mechanical refrigerating system for cars of the refrigeratortype, the combination with fluid conducting means within the car throughwhich a refrigerating fluid is adapted to circulate; a brine tank withinthe car, said fluid conducting means having a section thereof disposedinterioriy of the brine tank and another section thereof disposedexteriorly of said tank along the side thereof and exposed to the air inthe car; means for conveying a fluid first to the bottom portion of saidsection exterior to the tank to induce upward circulation of the fluidtherein, the upper end of said last named section connecting directlywith the bottom portion of the section within the brine tank tothereafter induce upward circulation of the fluid in said last namedsection.

4. In a mechanical refrigerating system for railway cars of therefrigerator type, the combinationwith means for compressing arefrigerating fluid; of condenser means through which the compressedfluid is conducted from said compressor; a brine container within thecar; a refrigerating coil within the brine container; a refrigeratingcoil exterior to the container; means establishing communicationdirectly from the top of the exterior coil to the bottom of the interiorcoil; means for conducting the fluidfrom the condenser first to thebottom of the exterior coil; and a pressure reducing means interposedbetween the condenser and said exterior coil.

5. In a mechanical refrigerating system for cars of the refrigeratortype, the combination with vertically disposed sets of fluid conductingcoils within the car through which the refrigerating fluid is adapted tocirculate; a brine tank within the car, one of said sets of coils beingarranged within the brine tank and the other of said sets of coils beingarranged exteriorly of said tank on opposite sides thereof; a pressurereducing means; means for supplying a refrigerating fluid under highpressure to said pressure reducing means; means establishingcommunication bet-ween the said reducing means and the bottom of eachset of coils exterior to the brine tank to induce an upward flowof thefluid in said coils; and means establishing communication between thebottom of said interior setof coils and the top of each exterior set ofcoils to convey the fluid to the ini terior set of coils and cause anupward flow of the fluid in said last named set of coils.

6. In a refrigerating system for railway cars having an insulated closedbody, the combination with means for compressing a refrigerating fluid;of condenser means through which the compressed fluid is conducted fromthe compressor means; a brine container within the car; a cooling coilexteriorly of the brine container extending along one side thereof; asecond cooling coil within the brine container, said exterior coilhaving an inlet communicating with the condenser, said interior coilcommunicating with said exterior coil and said interior coil having anoutlet communicating with the compressor,

whereby the fluid circulates through said coils successively; and apressure reducing means interposed between the condenser and the inletof the exterior coil.

7. In a mechanical refrigerating means for railway cars, the combinationwith a compressor; of a condenser communicating with the compressor; acirculating coil within the car having an inlet communicating with thecondenser and an outlet communicating with the compressor; a pressure areducing means interposed between the condenser and the inlet of thecirculating coil; mechanical power transmitting means operable by rotarymovement of an axle member of the car; a second power transmitting meansindependent of said first named power transmitting means operable onlyfrom an outside source of electrical power; and means for selectivelyand operatively connecting the compressor in driving relation witheither of said power transmitting means.

8. In a mechanical refrigerating means for railway cars, the combinationwith a compressor; of a condenser communicating with the compressor;

a cooling coil within the car having an inlet communicating with thecondenser and an outlet communicating with the compressor; a pressurereducing means interposed between the condenser and the inlet of thecooling coil; power transmitting means operable by rotary movement of anaxle of the car; an electric motor; and adjustable means for selectivelyand alternatively connecting either the motor or the power transmittingmeans in driving relation with the compressor.

9. In a mechanical refrigerating means for railway cars, the combinationwith a compressor for circulating a refrigerant through a condenser,receiver and cooling coil; of arotary member operated directly bymovement of the car; an electric motor having a driving gear means; ashiftable gear member operatively connected to the driving means of thecompressor and adapted to have clutching engagement with said rotarymember; and manually operated means for shifting said gear member to twodifferent positions, said gear member in one of saidpositions being inclutching engagement with the rotary member and disconnected from thedriving gear means of the motor, and in said other position being inmeshing relation with the driving gear means of the motor and entirelydisconnected from the rotary member.

10. In a mechanical refrigerating system for railway cars, thecombination with a compressor for circulating a refrigerant through acondenser, receiver and cooling coil; of means for driving thecompressor from one of the axle members of the car; an electric motorfor driving the compressor when the car is standing still forpre-cooling purposes; a plug receiving socket electrically connected tothe motor and adapted to receive the plug of a power line; manuallyoperated means for operatively connecting the drive of the compressor toeither the car axle or the electric motor; and means controlled by theoperation of said manually operated means for closing the socket torender the same inoperative when the compressor drive means is*operatively connected with the car axle.

11. In a refrigerating system for closed railway cars having aninsulated body divided into a central storage -compartment and coolingmeans containing compartments at opposite ends, the combination withblower means for causing an upward current of air in said endcompartments and delivering the air to the top of the storagecompartment; means actuated by movement of the car for operating said bower means; an ozonizer; and meansactuated from one of the axle membersof the car for operating both said blower and said olzonizer.

12. In a refrigerating system for closed cars, having an insulated bodydivided into a central storage compartment and cooling means containingcompartments at opposite ends, the combination with blower means causingan upward current of air in said end compartments and delivering the airto the top of the storage compartment; and means actuated by movement ofthe car for operating said blower means, said means including a rotarymember driven in one direction when the car is being moved forwardly andin reverse direction when the car is being moved backwardly, and powertransmitting means between said rotary member and the blower drive shaftfor causing rotation of the blower drive shaft constantly in the samedirection.

13. In a refrigerator car having a cooling compartment with a tanktherein; a compressor; a condenser; and an expander in circuit with thecompressor and condenser, said expander including two coils exterior ofthe tank and a coil within the tank, said two exterior coils beingarranged in parallel with respect to the refrigerant passed therethroughand the coil within the tank being arranged in series with respect tothe exterior coils in the compressor, condenser, expander, circuit.

14. In a refrigerator car having a cooling compartment formed by abulkhead near one end, the combination with a compressor adapted to beoperated from one of the trucks when the car is in motion; of acondenser coil on the roof of the car and to which the refrigerant isconducted from the compressor; a brine tank within said compartment;expander coils on opposite outer sides of the tank; means for conductingthe refrigerant from the condenser coil to the bottoms of said expandercoils and passing the refrigerant therethrough in parallel circuits; anexpander coil within the tank; means for conducting the refrigerant fromthe tops of the parallel circuit exterior coils to the bottom of thecoil within the tank; and means for conducting the refrigerant from thetop of the last mentioned coil back to the compressor.

15. In a refrigerator car having a cooling compartment with a tanktherein; a compressor; a condenser; and an expander in circuit with thecompressor and condenser, said expander including two coils exterior ofthe tank and a coil within the tank, said two exterior coils beingarranged in parallel with respect to the refrigerant passedtherethrough.

16. In a refrigerator car having a. cooling compartment with a tanktherein; a compressor; a condenser; and an expander in circuit with thecompressor and condenser, said expander including two coils exterior ofthe tank and a coil within the tank, said two exterior coils beingarranged in parallel with respect to the refrigerant passedtherethrough; a receiver between the condenser and the expander; and athermostatically controlled reducing valve between the receiver and theexpander.

17. In a railway car, the combination with refrigerating systemincluding a compressor, a condenser and expander in circuit, thecompressor being fixedly secured to the underside of the car flooropposite the inner end of one of the car trucks; of means for actuatingthe compressor when the car is in motion comprising: a bracket securedto said truck on the end adjacent the compressor, an element rotatablymounted on said bracket, a power drive from the adjacent axle to saidmember;-and a combined flexible and extensible driving connection fromsaid rotatable member to the compressor, said driving connectionextending approximately parallel to the adjacent axle when the car is ona tangent portion of track.

18. In a refrigerator car having a bulkhead near one end to form acooling compartment separated from the main payload portion and withprovision for air circulation therebetween, the combination with acompressor, operated by power obtained from movement of the car, forcompressing a refrigerant; condensing means; a cold accumulatorincluding a tank within said cooling compartment; refrigerant expandermeans in said compartment disposed alongside and exterior of said tank;refrigerant expander means within said tank; means for supplyingrefrigerant to said exterior expander means to effect expansion of therefrigerant while rising therein; means for supplying refrigerant tosaid expander means within the tank to effect expansion of therefrigerant while rising therein; and return suction piping for therefrigerant to the compressor.

19. In a refrigerator car having a bulkhead spaced from the end wall ofthe car and upper and lower openings at the bulkhead for circulation ofair to and from the end compartment formed by the bulkhead, thecombination with a cold storage tank within said compartment; of aplurality of refrigerant expander pipes extending in the space outsideof said tank approximately to the bottom thereof for effecting directcooling of air circulating through the compartment; refrigerant expanderpiping within and extending approximately to the bottom of the tank foraccumulating cold therein; a refrigerant compressor fixedly mounted onthe underside of the car body; means for operating the compressor bymovement of the car; a condenser; means for conducting the refrigerantfrom the compressor to the condenser and from the condenser to supplyrefrigerant to the expanders; and return suction piping from theexpanders to the compressor.

20. In a refrigerator car having a bulkhead spaced from the end wall ofthe car and upper and lower openings at the bulkhead for circulation ofair to and from the end compartment formed by the bulkhead, thecombination with a cold storage tank within said compartment; of aplurality of refrigerant expander pipes extending in the space betweensaid tank and the end wall of the car and adapted for direct cooling ofair circulating through the compartment; refrigerant expander pipingwithin the tank for accumulating cold therein; a refrigerant compressor,operated by power obtained by movement of the car, fixedly mounted onthe underside of the car body; a condenser; means for conducting therefrigerant from the compressor to the condenser and from the condenserto supply the refrigerant to the expanders; return suction piping fromthe expanders to the compressor; and means, also operated by powerobtained by movement of the car, for inducing a forced draft of airwithin the car.

OTTO LUHR.

